Locomotive drifting-valve device.



F. W. MARTIN.

LOCOMOTIVE DRIFTING VALVE DEVICE.

APPLICATION FILEDYAPR.Z3. 1915.

1,13 1%. Patented Dec. 7, 1915 -FIG.3.- Fne 2.- lo

onrrnn snares earn FREDERICK W. MARTIN, OF NEW YORK, N. Y., ASSIGNOR TO FRANKLIN RAILWAY SUPPLY COMPANY, OF Vi/ILll/IING'IC)N, DELAWARE, A CORPORATION OF DELAWARE.

LOCOMOTIVE DRIFTING-VALVE DEVICE.

Specification of Letters Patent.

Patented Dec 3, teas.

Application filed April 23, 1915. Serial No. 23,363.

To all whom it may concern:

of which improvement the following is a specification.

This invention relates to drifting valve connections for locomotives, in which the drifting valve operates to supply a small amount of saturated steam to the engine cylinders when the engine is running with the throttle closed, for the purpose of preventing the formation of a vacuum by the movement of the pistons and for furnishing suificient lubrication. With some forms of drifting valves it is possible that a small amount of steam might be admitted to the engine cylinders when the locomotive is standing still, which might cause an accidental and undesired starting of the locomotive, and one of the objects of my present invention is to provide means whereby any steam admitted through the drifting valve at such times may pass to both sides of the piston and have no tendency to start the locomotive.

ment, steam from the drifting valve is. in-

troduced into both ends of the engine cylinders, on opposite sides of the pistons, so that there will be no tendency to move the same, and as the discharge ports from one end of the cylinder will be open to the exhaust nozzle, the steam will blow out through the nozzle, and up through the stack, thereby acting as a blower.

In the accompanying drawing: Figure 1 is a side elevation showing the manner of connecting the drifting valve devices to the engine cylinder, the valve chest and cylinder being partially shown in section with the lower part of the cylinder broken away; Fig. 2, a vert1cal section of the improved drifting check valve device; and Fig. 3, a

similar view taken at right angles to Fig. 2.

Any suitable form of drifting valve, 5, may be employed for controlling the admission of a small amount of steam when the locomotive is running with the throttle closed, such as shown for instance in the prior Patent No. 1,080,290, dated December 2, 1913. The steam from the drifting valve opposite ends of the cylinder, 10, whereby the steam may have access to both sides of the piston. For the purpose of closing communication to or through the by-pass connection when the engine is running with throttle open, a valve means operatedby the live steam pressure from the valve chest, or

communicating supply conduit, is employed;

According to the preferred construction shown in the drawing, this valve device comprises a casing, 7, connected to the bypass pipes, 8, 8, and to the pipe, 6, leading from the drifting valve, and containing the differential piston valve, 11, having a groove, .12, for establishing communication through the by-pass, and a valve head, 13,

I for controlling the admission of steam from the drifting valve pipe, 6, to passage, 14:, and pipe, 15, leading. into the outside live steam supply pipe, 16, communicating directly with the valve chest, 17 containing the engine distribution valve, 18. The

begins drifting, opened in any suitable manner,

chamber, 19, of the large head of the'difi'erential piston, 11, communicates at its lower end by a port, 20, with the live steam supply from the throttle throughpipe, 15, so that; when the engine is running with throttle open, this pressure holds thepiston .valve'seated in its upper position with the inlet from the drifting valve and the communication through the by-pass closed.

When the engine is running and the throttle is closed, that is, when the engine the drifting valve, 5, is and a small amount of saturated-steam from the boiler 'is admitted to the pipe, 6, andthe small valve head, 13, of the differential piston, 11.

the pressure in chamber, 19, beneath thelarge head of the piston, 11, is at this monient greatly reduced 'on account of the 20 throttle being closed, the pressure acting on valve, 13, is sufiicient to move the diflerential piston valve, 11, downward, thereby admitting steam through passage, 14, and pipes,- 15 and 16, into the valve chest. It is then supplied to both ends of the engine cylfinder by means of the distribution valve, in the usual way, thereby preventing the formation of a vacuum by the movement of the piston, and also affording a means of lubrication for the cylinder. When the locomotive comes to a stop, or at any time when standing still, if the drifting valve, 5, should forany reason be open, the steam which is admitted to the valve chest will first pass to one end or the other of the cyl-.

according to the position bf the distribution valve, and then flow through the open by-pass to the other end of the cylinder, which may also be open by the distribution valve to theexhaust. In this way steam is admitted to both sides of the engine piston so that no pressure can accuinder,

- mulate on either side sufficient to cause an gerous. As

accidental starting of the locomotive, which is undesired, and might at times be dansoon as the throttle is opened the differential piston valve thereby cutting off the adfrom the drifting valve throughthe byp at any time, promptly closes,

mision of steam and closingcommunication pass. By this means saturated steam from it'will be apparent the drifting valves .is prevented from 'mingling. with ,the superheat steam used for running the engine when throttle is open, and the by-pass does not in any way mterfere with the normal operation. -When the locomotive is standing, it is evident thatv at least one of the cylinders will be open through its distribution valve tothe exhaust nozzle, and as the pipe, 6, from the drifting valve is branched at 6, to supply similar deviceson both cylinders, that the steam admitted by the drifting valvewill blow out through the exhaust nozzle and stack, and thereby act as a blower. In this way the apparatus may be used at station stops for the purpose of lifting the smoke and make it unnecessary for the blower valve to be open.

Another feature of my improvement comprises the connection of the oil pipe, 21, to the passage between the check valve, 13, and the valve chest, whereby when the engine is drifting, the steam passing through the check valve will take up and atomize this oil, and carry it to all parts of the valve chest and cylinder so as to insure a thorough lubrication during the drifting period.

Having now described my invention, what I claim as new and desire to secure by Letters Patent is:

1. In alocomotive drifting valve mechanism, the combination of a drifting valve for controlling the admission of a limited amount of steam to the engine cylinders when the throttle is closed, a by-pass between the opposite ends of the cylinders,

and a valve device governed by pressure adling said by-pass.

3. In a locomotive drifting valve mechanism, the combination of a drifting valve for controlling the admission of a limited amount of steam to the engine cylinders when the throttle is closed, and a dilferential piston valve operated by pressure admitted through the throttle for closing communication from the drifting'valve to the cylinders.

4. In a locomotive drifting valve mechanism, the combination of a drifting valve for controlling the admission of a limited amount of steam to the engine cylinders when the throttle is closed,"a by-pass between the opposite ends of the cylinders, and a valve device operated by pressure admitted through the throttle for closing the supply from the drifting valve andclosing communication 'throu h said by-pass.

5. In a locomotive dri valve mechanism, the combination of a drifting valve communicating with the enginevalve chest and controlling the admission of a limited amount of steam, ing a by-pass between its opposite ends, and

the engine cylinder hav- '1 a valve device subject to the opposing pressures from the drifting valve and from the throttle for controlling said by-pass.

6. In a locomotive drifting valve mechanism, the combination of a drifting valve having a communication leading to the engine valve chest-and controlling the admission of a limited amount of steam,a valve device operated by pressure admitted through the throttle for closing communilo cation from the drifting valve to the valve chest, and an oil supply pipe connected to said communication between said valve device and engine valve chest.

FREDERICK W. MARTIN. Witnesses:

C. L. IRVING, J. B. MARTIN. 

